Electrical arrangement for the control of the speed of sea-engines.



S. RUMOLINO.

ELECTRICAL ARRANGEMENT FOR THE CONTROL 0E THE SPEED OF SEA ENGINES.

APPLICATION FILED NOV-26. I9I3.

Patented Apr. 6, 1915.

2 SHEETSSHEET 1.

VIII/I.

a [NV TOR i ATTORNEY S. RUMOLINO.

ELEC [R|CAL ARRANGEMENT FOR THE CONTROL OF THE SPEED OF SEA ENGINES.

APPLICATION FILED Nov.26. 1913.

1 1 34,490. Pat nted Apr. 6, 1915.

2 SHEETS-SHEET 2.

WITNES ES THE NORRIS PET RS CO. PHOTC-LITHQ. WAaHING TON, D. C

SANTO RUMOLINO, OF GENOA, ITALY.

ELECTRICAL ARRANGEMENT FOR, THE CONTROL OF THE SPEED OF SEA-ENGINES.

Patented Apr. n, 1915.

Application filed November 2 6, 1913. Serial No. 803,365.

Torrid whom it may concern:

Be it known that I, SANTo RUMOLINO, engineer, a subject of the King ofItaly, residing at Genoa, Italy, have invented a useful Improvement inElectrical Arrange ments for the Control of the Speed of Sea Engines, ofwhich the following is a specification.

My invention relates to a device for auto matically preventing marineengines from racing, the essential feature of which consists in theprovision of electrically operated means whereby the throttle valve ofthe engine is automatically closed by the engine itself when the enginebegins to race due to the fact that excessive pitching or listing of theship raises the propeller out of the water.

My invention comprises essentially an electric circuit adapted to beclosed by a pendulum contact, a governor or a hand operated switch soarranged as to move a throttle operating member into the plane of motionof a beam or lever driven by the crosshead of the engine, said beamthereby actuating the throttle operating member which closes thethrottle valve of the engine thereby preventing the engine from racing.

Referring to the drawings annexed hereto and forming a part of thisspecificationz-Figure 1 is a plan view of the disk comprising a part ofmy invention. Fig. 2 is a central sectional view through the disk shownin Fig. 1 and showing the parts cooperating therewith, said parts beingin the position for closing the throttle valve. Fig. 3 is a centralsectional view similar to Fig. 2, but showing the parts in the positionfor opening the valve. Fig. i is an elevational view of the completeapparatus, showing the connections to the throttle valve and to thecrosshead of the engine. Fig. 5 illustrates the circuit of the apparatuswhen the apparatus is at its state of rest, namely in the position shownin full lines in Fig. 4-. Fig. 6 illustrates the several circuits whenthe apparatus, owing to the closing of any one of the contacts, 12, 13or 14, has assumed the position shown in dotted lines in Fig. 4. Fig. 7illustrates the several circuits during the passage of the device fromone of the positions shown in Fig. 1 to the other position shown in saidfigure.

Now referring particularly to Fig. 1, which illustrates the disk Dprovided with the diametrically opposite slots HH,

through which the teeth LL pass, said teeth being pivotally connected tothe rod 0 (see Figs. :2 and 3) at Ur and G, respectively, and connectedtogether by the spring M as shown. The rod O is pivotally mounted at thecenter of the disk D, as shown at F, and is oscillated in a plane normalto that of the disk. The said disk is fixed to a lever Q by means of thebolts P and P (Fig. 4) said lever Q being pivotally mounted at U. Thelever Q is connected to the engine throttle valve V by means of the rodS and lever so that the movements of the lever Q will serve to Open orclose the throttle valve V depending on the direction in which the saidlever Q is moved.

Pivotally mounted on the lever Q at U is the beam B connected to thecross head Y (see Fig. 4) at A in any convenient manner such that thebeam 13 will oscillate about its pivot point U as the crosshead Y of theengine reciprocates, the said beam B being arranged so that itsoscillatory movement will be in a plane parallel to the plane of thedisk D.

Behind the disk D and adapted to exert its influence on the rod O ismounted the magnet E acting on that part of the rod 0 disposed below thepivot point F, and disposed between the disk D and that part of the rod0 being above the pivot point F is a spring m. It will thus be seen thatif the magnet E is energized, the tooth L will be drawn into the slot Hof the disk D, and as soon as the magnet E is deenergized, the spring macting on the lever Q, will exert its force to move the rod 0 to theposition shown in Fig. 3, thereby withdrawing the tooth L into the slotH and pushing the tooth L through the slot H so that it projects abovethe surface of the disk D.

The movements of the rod 0 and the teeth LL in the manner just describedare caused by the energizing of the magnet E so that the magnet attractsthe rOCl against the action of the spring m. Now the circuit of themagnet E is controlled by a solenoid E, the movable core of whichcarries a contact plate 16 arranged to cooperate with fixed contacts 3,4 and 5. Now the solenoid E normally stands so that the contacts 3, iand 5 are open but when solenoid E is energized, the plate 16 is thrownagainst the contact and the magnet E is energized. When the lever O andthe teeth L, L are in the position shown in Fig. 2, the beam D duringits upward movement, will engage the tooth L and will carry the disk andlever Q to the end of its stroke, thereby serving to throw the throttlevalve V and shutting down the engines so that it will not race. Now, assoon as the circuit of the magnet E is deenergized, the rod 0, by reasonof the spring m, immediately moves to the position shown in Fig. 3, whenthe beam B engages the tooth L moving the lever Q to the position shownin full lines in Fig. 4, thereby opening the throttle valve V andallowing the engine to again operate in its usual way until its circuitis again closed. It will be seen that the circuit of the solenoidwinding E may be closed at either of the points 12, 13 or 14 provided bythe wires 10 and 11. Moreover, I provide for closing the respectivecontact points a pendulum, a switch and a governor at the points 12, 13and 14, respectively. It will thus be evident that I can throttle theengine by the excessive pitching or rolling of the ship which will causethe pendulum to swing, or by hand as by the switch, or by the speed ofthe engine as by the governor.

The circuit illustrated in Figs. 5, 6 and 7 operates in the followingmanner :By closing any one of the contacts 12, 13 or 14 the current ofthe main line, (indicated by wires 6 and 7) flows from the line 7 to thepoint 20 thence through either of the three branches of the wire 11,thence through eitherone of the contacts 12, '13 or 14 to the point 21,thence through the magnet E, thence through the conductor 22 to line 6operating the movable armature of magnet E 16 to close the contacts 3, 4and 5, thereby causing the passage of the current to the windings of themagnet E, which .in turn, acts upon the rod O in the manner abovedescribed, the circuit of the magnet E then being traced from the line 7through the contact 3, the plate or armatu're16, the contact 4, the line8, the winding E to line 6.. In order to avoid disturbances in theoperation of the circuit, which might be causedby the separation of thecontacts 12, 13 or 14, due to shocks or unusual vibration, whichotherwise might possibly cause the device not to act at the rightmoment, I have provided theauxiliary circuit illustrated by the wires 9and 18, (Fig. 7) said circuit being arranged to maintain current in thewindings of the magnet E at the proper time, thereby effecting theclosing of the circuit through the contacts 3 and 4. This auxiliarycircuit leads from the line wire 7 to the contact 3, the plate 16, tocontact 5, the wire 9, to the contact 1. The contact 1 will be seen theauxiliary circuit referred to is controlled v by the lever Q, which, assoon as the latter has arrived at the position shown in dotted lines sothat the valve V is fully closed, presses downward upon the switch bymeans of the tooth or lug 17, thereby disconnecting 4 the contacts 1 and2. In this positionv the circuit, of the magnet is controlled (see Fig.

v6) by the contacts 12, 13 and 14, only so that when these are opened,current will no longer flow through the electric magnet E andthe rod 0will again assume the position shown in Fig. 3, while the lever Q, willreturn to the position shown in full lines in. Fig. 4.

It is to be understood that I do not limit myself to the preciseconstruction and arrangement herein illustrated and described, but mayresort to such modification sas fall within the scope of the claimsappended hereto.

I claim 1. A governor for marine engines, motors and the like,comprising in combination, a cross head, a balance beam controlled bysaid cross head, an electrically operated means governed by said balancebeam for V cutting off the fluid supply of the said engine or motor.

2. A governor for marine engines, motors and the like, comprising incombination, an

electric mechanism, a member "constantly moved by the machine to begoverned, a member connected to the throttle valve, and means operatedby said electr1c mechanism for clutching said last mentioned member tosaid first mentioned member, means for throwing said electric mechanisminto action by closing a circuit, said mechanism comprising an auxiliarycircuit for maintaining the mechanism in operation, and means wherebysaid second mentioned member may open said auxiliary circuit.

In testimony whereof I affix my signature in presence of two witnesses.

' SANTO RUMOLINO. Witnesses:

Pro RIMWING, ANGELO BORAGINO. 7

Copies of this patent may be obtained for five cents each, by addressingthe. Commissioner of Patents,

' Washington, D. 0.

